Tech Books

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Tech Books

MSA5AV132B
@Copyright 1990
Subaru of America
All rights reserved. This book may not
be reproduced in whole or in part without
the express written permission
of Subaru of America.
Subaru of America reserves the right at any time to make
changes or modifications to systems, procedures, descriptions,
and illustrations contained in this book without necessarily
updating this document. Information herein is considered
current as of October, 1990.
QSubaru of America
2
MSASAV1328
Video Reference Booklet
AIR SUSPENSION SYSTEM
TABLE OF CONTENTS
FOREWORD
............................................................................
4
......................................................................
5
INTRODUCTION
OVERVIEW ..............................................................................
System Components ....................................................
5
5
COMPONENT DESCRIPTIONS ..............................................
7
............................................................
9
....................................................
11
SYSTEM OPERATION
HEIGHT SENSOR LOGIC
CONTROL UNIT LOGIC ........................................................
15
SYSTEM DIAGNOSIS ............................................................
Reed Switch Malfunctions ..........................................
Using a Fused Jumper Wire ......................................
Testing a Solenoid Valve ..........................................
Compressor Does Not Run ........................................
Unusual and Deceiving Faults ..................................
16
16
18
19
20
24
SELF-DIAGNOSTICS ............................................................
25
Self-Diagnostics for Vehicles Not So Equipped ...... 27
....................................
28
................................................
29
SELECT MONITOR DIAGNOSTICS
MEASURING RIDE HEIGHT
AIR LEAKS
............................................................................ 30
3
FOREWORD
It is the objective of the “Air Suspension System” videotape and this
Video Reference Booklet (VRB) to provide Subaru technicians with
the information needed to effectively troubleshoot and repair air
suspension system malfunctions. That information is composed of
two principal parts: product knowledge and diagnostic procedures.
Product knowledge is important because you need to know how the
system works when it is operating correctly before you can make an
effective diagnosis of any malfunction. The Subaru air suspension
system is managed by an electronic control unit (ECU). As a result,
it always performs in a predictable manner during normal operation.
The diagnostic procedures provided in the videotape and, in some
cases, further explained in this VRB, will guide you to a successful
diagnosis if you follow them step by step.
To get the best results during diagnosis and repair, we recommend
that you first attend the Core Courses/Modules. Then use the
information presented in this training package, as well as the appropriate
model and year Subaru service manuals.
4
INTRODUCTION
Compared to coil springs, air suspension systems offer several advantages. The most
important of these is its ability to maintain uniform ride height in the presence of changing
loads. With a height sensor and an individually controllable air spring at each wheel, the
Subaru air suspension system can adjust ride height at all four corners.
A coil spring is nearly fully compressed when heavily loaded. As a coil spring compresses,
it loses some of its ability to respond to the loads imposed by pavement irregularities and
braking or cornering. An air spring, on the other hand, can maintain roughly the same
ability to respond because its working length is maintained by changing
its internal air pressure.
Using an electronic controller, the Subaru air suspension system is able to make
adjustments automatically as vehicle loads change. As a result, it can provide a
comfortable ride and proper handling during braking, cornering, and over road surface
irregularities--whether the vehicle is nearly empty or loaded with people and luggage.
OVERVIEW
The vehicle shown in the videotape is a 1986 “L” Series four-wheel drive GL10 sedan. Air
suspension can be found on selected models of the following vehicles: “L” Series GL10,
XT, XT6, and Legacy.
System Components
The Subaru air suspension system is made up of the following components:
suspension strut with air bladder and height sensor built in (4)
electrically driven air compressor, with drier assembly
air tank
air lines
solenoid-controlled valves (6)
electronic control unit (ECU)
pressure switch
relay
height switch (most models)
height indicator
5
The component locations in the vehicle are as follows (numbers reference diagram below):
compressor (1) - in lefthand front wheel well
drier assembly (2) - on compressor
compressor relay (3) - near top of lefthand, front strut
air tank (4) - near compressor, in lefthand front wheel well
front solenoid controlled valves (5) - on bracket near top of each front strut
rear solenoid controlled valves (6) - on each rear strut
air charge solenoid (7) - on air tank
air discharge solenoid (8) - on compressor
electronic control unit (9) - beneath driver’s seat
RH FRONT
STRUT
RH REAR
STRUT
I
I
I
I
I
--- J
1
I
J
6
I
I
I
I
LH REAR
STRUT
4
-------
Air Lines
Electrical Wires (Power)
Sensor Wires (Signal)
Ground Wires
Air Suspension System Diagram
6
COMPONENT DESCRIPTIONS
COMPRESSOR
The compressor is a small air pump driven by an electric motor.
Mounted on the compressor is a drier assembly. The drier is filled with
silica gel. The silica gel absorbs moisture as air is drawn into the
system; it gives up moisture as air is expelled (purged) from the
system.
AIR TANK
The air tank is a reservoir for the system.
STRUTS
The suspension struts are similar to ordinary struts, except that the coil
spring is replaced by an air bladder.
Front
Rear
Air Suspension System Struts (Cut-away)
7
STRUT
VALVES
A solenoid valve is simply a valve that is controlled by an electric
solenoid. Four solenoid-controlled air valves are fitted into the air lines
that connect the strut air bladders to the system. These open to let
bladder pressure equalize with pressure in the lines.
AIR
CHARGE
The air charge solenoid valve opens or closes the connection between
the air tank and the system.
AIR
DISCHARGE
The air discharge solenoid valve is mounted on the compressor. The
system uses this valve to vent pressure from the system. In addition,
when the compressor is running, air flows into the system through this
valve. To vent air, the solenoid must be energized. However, the
solenoid does not have to be energized for air to flow in.
If the compressor discharge pressure becomes excessively high
(because of some problem), the air discharge solenoid valve functions
as a pressure relief valve.
RELAY
The contacts of the compressor relay open or close the path to ground
for the compressor motor. The electronic control unit uses the relay to
turn the compressor “ON” and “OFF”.
HEIGHT
SENSORS
There is a height sensor mounted inside each strut assembly. A height
sensor consists of four reed switches and a permanent magnet. The
magnet moves past the switches as ride height changes and toggles
them “0PEN” or “CLOSED”.
PRESSURE
SWITCH
The pressure switch senses the pressure in the tank. At ambient
(normal) pressure, the contacts in the switch are closed and it conducts
current. When the pressure applied to the switch rises, it opens at
137 psi and no longer conducts current. With the pressure coming
back down, the switch closes again at 109 psi.
HEIGHT
SWITCH
The height switch is a driver-controlled switch. When it is activated,
the system temporarily raises the suspension for increased ground
clearance.
HEIGHT
INDlCAT0 R
This indicator is used to alert the driver that the system is making an
adjustment in ride height. The indicator also flashes continuously when
the ECU has detected a malfunction.
ECU
The ECU, or electronic control unit, controls the compressor relay, the
solenoid valves, and the height indicator. It receives signals from the
height sensors, the pressure switch, the height switch, the 4WD switch,
and the speed sensor.
8
SYSTEM OPERATION
To raise a strut, the control unit opens
the charge solenoid and a strut solenoid
valve at the same time. Through the
open valves, the distribution block, and
the air lines, the tank and the strut air
bladder are now connected. Because
pressure in the tank is high and
pressure in the bladder is low, air flows
from the tank into the strut bladder.
This flow of air continues until the strut
is high enough or until the pressures
are equalized.
Inflating Strut with Pressure from Tank
If there isn't enough pressure in the tank
to fully raise the strut, the system turns
on the compressor and--after a delay of
10 seconds--closes the charge solenoid
valve. With the compressor running,
pressure in the distribution block and in
the lines is higher than strut bladder
pressure, the bladder continues to
inflate, and the strut continues to raise.
Inflating Strut with Pressure from Compressor
9
When the strut has been raised enough,
the system closes the strut solenoid
valve, opens the charge solenoid, and
keeps the compressor running to bring
tank pressure back up to the desired
level.
Compressor Pressurizes Air Tank
To lower a strut, the system opens the
discharge solenoid valve and a strut
solenoid at the same time. Instead of
being connected to the tank, the strut's
air bladder is now connected to the
open air discharge valve. Since air
pressure outside is lower than pressure
in the air bladder, air flows out of the
bladder. The bladder deflates and
lowers the strut.
Venting Air Through Discharge Valve
10
HEIGHT SENSOR LOGIC
There are four reed switches and a magnet built into each strut. These are arranged so
that the switches move past the magnet as vehicle ground clearance increases and
decreases. Like all reed switches, these are opened and closed by a magnetic field.
However, unlike ordinary reed switches, these are self-holding.
rt
I-
WHT
I
BLU
Height Sensor Reed Switches
Each strut is connected to the control unit with four wires: black, red, white, and blue.
During normal operation, the control unit monitors the four wires from each strut for
continuity in four different combinations:
black with red
black with blue
white with red
white with blue
The control unit sees these different combinations of continuity, depending on how the reed
switches are set: OPEN or CLOSED. Unless there is a fault, only two switches in any one
height sensor are ever closed at the same time. This is because of the way the switches
toggle as the magnet moves by them and then hold until the magnet passes again.
11
With the suspension all the way down, switches “2” and “4” are CLOSED and switches “1”
and “3” are OPEN. With the suspension in this position, the magnet is positioned below
reed switch number four. With the magnet there, the control unit sees continuity between
the black and blue wires and the white and blue wires. This combination of signals from the
reed switches tells the control unit that the vehicle is TOO LOW.
I
W
t
I
RED
BLU
Height Sensor Indicating TOO LOW
As the system increases air pressure, the suspension begins to extend, raising the vehicle.
The magnet moves past switch four and it opens. The control unit now sees continuity only
between the black and blue wires. That tells it the vehicle is now at LOW NORMAL height.
BLK
I
U
e:7
Height Sensor Indicating LOW NORMAL
12
W HT
Finally, as the magnet passes reed switch number one, it closes. The control unit sees
continuity between the black and red wires and the red and white wires, telling it the vehicle
is TOO HIGH.
BLK
D
I
WHT
-0
BLU
Height Sensor Indicating TOO HIGH
That represents the entire range of normal signals from the reed switches. When the
suspension compresses and ground clearance is reduced, the same things happen in
reverse order.
To sum up, the normal reed switch signals are: too low, normal low, normal high, high, and
too high. If a set of reed switches sends any signal other than one of these five, the control
unit treats it as a sign of trouble.
TOO
LOW
NORMAL
LOW
NORMAL
HIGH
Normal Reed Switch States
14
HIGH
TOO
HIGH
CONTROL UNIT LOGIC
The electronic control unit has been programmed to perform its functions according to
certain logic rules:
9
if one strut is high and another is low, always lower a strut before raising a strut
if front and rear of vehicle are both low, always raise rear first
if both front and rear of vehicle are high, always lower front first
always successfully complete one task before proceeding to next
If the ECU cannot complete any task in 8 to 10 minutes, it causes the height indicator to
flash and shuts off the system. This time limit prevents the system from attempting one
task forever, while it allows sufficient time to complete routine tasks. However, when the
ECU receives an “impossible” signal (more than two switches closed at the same time or an
“illegal” continuity combination) it immediately shuts off the system and flashes the indicator,
without waiting 8 to 10 minutes.
Here are some additional system characteristics:
the height indicator flashes if the vehicle has been jacked up for 10 minutes or more
with the ignition switch turned to “ON” (this is normal)
if one wheel is in a hole or on a bump (more than several centimeters lower or higher
than the other three wheels) the ECU will neither raise nor lower any strut, even with the
ignition key turned to “ON”
the ECU begins height adjustments about 1 minute after the ignition switch has been
turned to “ON”
the ECU does not raise any strut when vehicle speed is over 55 MPH
the ECU does not raise or lower any strut when the vehicle is moving and the FRONT
height sensors send opposite signals (high/low); when this occurs, the ECU assumes
that the vehicle is leaning because of body roll during cornering
In Legacy vehicles, the ECU logic has been slightly modified. In these vehicles, the
compressor starts immediately after the height switch is pressed “ON” (high). This change
was made to reduce the time needed to raise the vehicle to the high state.
15
Using a Fused Jumper Wire
The ECU energizes components by closing a path to ground for them. This gives you a
convenient way to manually energize selected components. To energize a component,
connect a fused jumper wire between a known good ground and that component’s ground
wire. A convenient place to connect the jumper is at the control unit’s connector.
When you make the connection at the
control module connector, make sure you
get the right wire. Look up its color and
position in the connector in the appropriate
model-year service manual. Then carefully
back-probe the connector without separating
it from the control module. To perform the
test, you’ll have to turn the ignition switch to
“ON” so that power is supplied to the control
unit. However, make sure the ignition is
“OFF while you make the connections.
Back-probing the ECU Connector
SPLICE
(SOLDER
/ 8l TAPE)
PROBES
/
IN-LINE
FUSE HOLDER
CLIP
Fused Jumper Wire
18
If you do not already have a fused jumper,
construct one with a length of suitably
heavy wire, two small electrical probes, an
alligator clip, and a fuse holder. Solder and
tape the splice connection. Before using
your jumper wire, put a 7.5 amp fuse in the
holder.
Testing a Solenoid Valve
To test the solenoid valve in an individual strut; perform the following steps:
turn ignition switch to “OFF”
connect a fused jumper wire between a known good ground and the strut solenoid’s
terminal in the ECU connector (back-probe connector at ECU, do not disconnect)
connect a fused jumper wire between a known good ground and the air charge
solenoid’s terminal in the ECU connector (back-probe connector at ECU, do not
disconnect)
turn ignition switch to “ON”
Energizing Two Solenoids to Inflate Strut
The strut should now begin to raise with pressure from the tank. When tank pressure drops
to 109 psi, the pressure switch should close, and the ECU should turn on the compressor.
If either solenoid fails to energize, make sure your connections are good, then check the
solenoid with a multimeter.
19
You can bypass the pressure switch to see if that causes the ECU to turn the compressor
on. To do that, separate the connector from the pressure switch. On the harness side,
connect a jumper between the two terminals. This should have the same effect as if the
pressure switch had closed its contacts.
AIR CHARGE SOLENOID VALVE
8
14
19
-
35
27
I
COMPRESSOR RELAY
1
"
1
I
7
12
13
36
26
I
I
5
3
23
25
I
COMPRESSOR
MOTOR
33
I
*
PRESSURE SWITCH
4
1
28
34
22
SPEED SENSOR
-
Bypassing Pressure Switch with Jumper Wire
If the compressor now runs, you know the pressure switch is faulty. Replace it and re-test
the system. If the compressor still does not run, bypass the compressor relay. To do that,
connect a second jumper between a known good ground and the compressor motor.
~
d
:
~
9
I
19
35
COMPRESSOR RELAY
27
12
- 7
-
-
13
36
26
I
5
3
I
I
4
1
I
I
--
COMPRESSOR
m
PRESSURE SWITCH
I
Bypassing Compressor Relay with Jumper Wire
21
If the compressor runs, check the relay next. You can either try a new relay or continue
checking with the jumper wire. If the relay is good, next make sure its coil and contacts are
getting power.
AIR CHARQE SOLENOID VALVE
COMPRESSOR RELAY
-
--
0 0
COMPRESSOR
MOTOR
I
PRESSURE SWITCH
I
Checking for Voltage at Relay Coil Input
Checking for Voffage at Relay Coil Contacts
22
If you do not measure battery voltage at the relay terminals, check the fuses, connectors,
and wiring between the relay and the battery. If the relay is getting power, check for
continuity between the relay and the ECU (at pin 12).
8
14
35
27
7
.
Y
1Q
COMPRESSOR
12
13
36
--
0 0
COMPRESSOR
MOTOR
33
Id
rq::2:
,
PRESSURE SWITCH
22
SPEED SENSOR
Checking Continuity Between Relay Coil and ECU
If you find continuity between the coil of the relay and the ECU, then the ECU is not closing
a path to ground for the compressor. Reqlace the ECU and re-test the system.
NOTE:
A FAILED ECU IS THE LEAST LIKELY FAILURE IN THE SYSTEM.
MAKE SURE YOU HAVE PROPERLY DONE ALL THE OTHER TESTS
BEFORE YOU REPLACE THE CONTROL UNIT.
23
Unusual and Deceiving Faults
LEAK
An air leak in the system will likely cause the ECU to shut off the
system after 8 to 10 minutes. In most cases, an air leak will sooner or
later cause the ECU to run the compressor for that length of time trying
to either inflate a strut or raise pressure in the tank.
VALVE STUCK
OPEN
If a strut solenoid valve sticks open, the following sequence of events
will occur (example deals with right front strut valve):
-
when the ECU tries to raise the rear of the vehicle, the right front
strut also raises
- soon the right front strut height sensor reports that it is too high
-
because control unit logic commands “lower before raise”, the ECU
stops trying to raise the rear and begins to lower the right front strut
- when the right front strut height sensor reports that it has been
lowered to the normal position, the ECU once again begins trying to
raise the rear
-
again the right front strut raises along with the rear
This process can continue indefinitely. The system would not
recognize that a fault existed. The owner might report that the
compressor seems to be running a lot.
BAD PRESSURE
SWITCH
A defective pressure switch can give some misleading symptoms.
Here is just one example:
- air pressure in the tank is low, but the pressure switch fails to close;
the ECU does not know pressure needs to be raised
- while driving, the ECU gets a signal from the right front strut height
sensor that the air spring is low
-
the ECU opens the air charge valve and the right front strut valve
- the expected result is that the air spring in that strut should inflate,
but because tank pressure is low, this does not happen ... the ECU
keeps the two valves open for 8 to 10 minutes, then shuts off the
system and flashes the height indicator
- ECU’s with self-diagnostic capabilities (see next section) may
incorrectly set a fault code indicating a failed strut solenoid
24
SELF-DIAGNOSTICS
Model year 1988 and later “L” Series vehicles are equipped with ECU’s that have selfdiagnostic capabilities. To use the self-diagnostic feature in 1988 and later “L” Series
vehicles, follow these steps:
command the ECU to enter diagnostic mode by doing the following steps in sequence,
all within one minute
- turn ignition switch “OFF” and set height switch to “ON” (high)
- turn ignition switch “ON” then “OFF”
- set height switch to “OFF”
- turn ignition switch “ON” the “OFF”
- set height switch to “ON”
- turn ignition switch “ON”
The height indicator will now flash to indicate any fault codes present. To read the fault
codes, count the number of blinks as shown in the figure below.
NO FAULTS
LAMP ON
LAMP OFF
-I 1-1
1.3 SEC
I
1.3 SEC
1.3 SEC
CODE 1
LAMP ON
LAMP OFF
1.3 SEC
LAMP ON
LAMP OFF
1.5 SEC
1.0 SEC
1.5 SEC
rcc-
0.5 SEC
c)
0.5 SEC
0.5 SEC
1-I - -I-I 1.0 SEC
0.5 SEC
1.5 SEC
0.5 SEC
-
rk.
1.3 SEC
CODES 1,3
1.3 SEC
I-I
-1.3 SEC
CODE 2
I-I
0.5 SEC
0.5 SEC
0.5 SEC
1.0 SEC
1.5 SEC
0.5 SEC
0.5 SEC
0.5 SEC
I
)
.
c
LAMP ON
LAMP OFF
1
r))
1.3 SEC
0.5 SEC
~~~
0.5 SEC
0.5 SEC
Ic
0.5 SEC
~
Interpreting Fault Codes
25
Troubleshooting Air Suspension with Fault Codes
CODE
#
ITEM TO CHECK
PROBABLE FAULT
~~
POSSIBLE CAUSE
~
1
HEIGHT SENSOR
(right front)
“IM POSS I B LE”
SIGNAL
FAULTY HEIGHT SENSOR
2
HEIGHT SENSOR
(left front)
* More than 2
switches closed
SHORT CIRCUIT
3
HEIGHT SENSOR
(right rear)
“Illegal” combinations of continuity
SHORT CIRCUIT IN
CONNECTOR
4
HEIGHT SENSOR
(left rear)
5
SOLENOID VALVE
(right front)
6
SOLENOID VALVE
(left front)
ECU TIME-OUT
LEAK OR CLOG IN AIR LINE
7
SOLENOID VALVE
(right rear)
Tried to raise strut
for more than 8-10
minutes
FAULTY ECU
8
SOLENOID VALVE
(left rear)
* Tried to lower strut
for more than 8-10
minutes
SHORT CIRCUIT OR OTHER
FAULT IN WIRING HARNESS
9
COMPRESSOR
RELAY
10
AIR DISCHARGE
SOLENOID VALVE
IN
HARNESS
FAULTY STRUT VALVE
FAULTY RELAY
LEAK IN AIR TANK
FAULTY STRUT VALVE
SHORT CIRCUIT IN HARNESS
FAULTY WIRING
CODE 5, 6, 7, or 8
was detected while
this solenoid was on
I
FAULTY DISCHARGE VALVE
FAULTY STRUT VALVE
CLOGGED AIR LINE
SHORT CIRCUIT IN HARNESS
FAULTY WIRING
To command the ECU to exit the diagnostic mode, turn the ignition switch to “OFF”, then tc
“ON”. If the system malfunction has not been eliminated, the height indicator will again
flash (either immediately or after the 8-10 minute delay, depending on the fault).
When you have successfully repaired a malfunction, you should clear the ECU’s memory of
fault codes. To do that, momentarily remove Fuse #5 (with the ignition switch set to “OFF”)
or disconnect the negative battery terminal.
26
SELF-DIAGNOSTICS FOR VEHICLES NOT SO EQUIPPED
The ECU’s in pre-1988 model year “L” Series and for “XT” Series vehicles do not have the
self-diagnostic capabilities. However, it is possible to temporarily install an ECU with selfdiagnostic capabilities for the purpose of troubleshooting.
To perform this procedure, you will need the ECU and (depending on the vehicle) the other
two items:
electronic control unit
height switch
test connector (check code)
(P/N 88045GA100)
(P/N 83002GA620)
(P/N 81805GA990)
The first step is to replace the vehicle’s Air Suspension ECU with the test control unit.
Then you will need a method of commanding the ECU to enter diagnostic mode. Recall
that the height switch is used in combination with the ignition switch to command the ECU
to enter diagnostic mode.
Height switches in 1988 and later ”L” Series vehicles are push-on/push-off type switches.
Early model year height switches are of a momentary contact type. Also, “XT’s’’ with
VIN JF1 have no height switch at all.
If you are working on a vehicle with a momentary contact type switch or without any switch,
you can compensate in one of several ways:
hold a momentary type switch in the “ON” position manually during those parts of the
sequence where the switch must be “ON”
replace a momentary type switch with a 1988 or later type switch
install the test connector, then connect a detached height switch to the test connector
use a jumper to short the test connector (simulate having height switch to “ON” by
shorting two terminals in the test connector)
To use the test connector on “XT” models, connect it in place of the 21-pin control wing
switch connector. Connect a detached height switch to the test connector. Remember
when doing this procedure that the normal control wing switch functions will then be
inoperative.
When you have set up one of the above mentioned methods of signalling the ECU, enter
the diagnostic mode by doing the following steps in sequence, all within one minute:
turn ignition switch “OFF” and set height switch to “ON” (high)
turn ignition switch “ON” then “OFF”
set height switch to “OFF”
turn ignition switch “ON” the “OFF”
set height switch to “ON”
turn ignition switch “ON”
The height indicator will now flash to indicate any fault codes present. Refer to the table on
page 26 to interpret any fault codes blinked out by the height indicator.
27
SELECT MONITOR DIAGNOSTICS
The Select Monitor can be used to diagnose air suspension systems on 1990 and later
model year Legacy vehicles. Use cartridge P/N 498347700 for this application.
You can use the Select Monitor to activate the solenoids and the compressor, to read
signals from the height sensors and the speed sensor, and to read fault codes.
Refer to the appropriate model year Subaru service manual and the Select Monitor user’s
guide for additional instructions.
28
MEASURING RIDE HEIGHT
When you evaluate a system for proper ride height, it is important to know where the
specifications should be measured. The measurement method is not the same for every
vehicle. As an example, ride height for the Legacy is measured as the distance between
the center of the wheel hub and the top of the wheel arch in the fender.
Measuring Legacy Ride Height
On the other hand, ride height for “L” Series and “XT” vehicles is measured as ground
clearance (the distance a specific suspension part and the ground).
Front
ground
clearance
Rear g r o u n d
cl ea r a n ce
Measuring “L” Series Ride Height
Check the appropriate model year service manual for the specifications and the method that
apply to the vehicle you are testing.
29
AIR LEAKS
To make air pressure checks in various
parts of the air suspension system, connect
the 3-way joint (P/N 926940000) into the
line, with a pressure gauge connected to
the third port. You can use the high side
gauge of an A/C gauge set to measure
pressure.
3-WayJoint (P/N 926940000)
When you need to remove or install an air
pipe, be sure to use the special tool (P/N
926520000). This will prevent damage to
the air pipe and its fittings.
Special Tool (PIN 926520000)
To isolate a leak, connect the 3-way joint
into the system at the point where you think
the leak may be. Use your fused jumper to
energize solenoid valves as needed to
pressurize that part of the system. Then
watch the gauge to see if pressure holds or
leaks.
Fused Jumper
30
NOTES
31

Tech Books

Transcription

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